Vehicle parking apparatus



y R. L. SINCLAIR 2,602,557

VEHICLE PARKING APPARATUS Filed Jan. 1.3, 1947 5 Sheets-Sheet- 1 FIG. I.

INVENTOR RICHARD L. SINCLAIR ATTORNEYS R. L. SINCLAIR July 8, 1952 VEHICLE PARKING APPARATUS Filed Jan. 15, 1947 FIG. 5.

5 Sheets-Sheet 2 y 8, 1952 R. SINCLAIR 2,602,557

VEHICLE PARKING APPARATUS Filed 1947 5 Sheets-Sheet 5 FIG. 8.

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5A INVENTOR 4 ain [HI HY, 1 49 moms L. SINCLAIR I TL BY I "fi W VJZMKW 86 84 86 ATTORNEYS July 8, 1952 R. SINCLAIR VEHICLE PARKING APPARATUS 5 Sheets-Sheet 4 Filed Jan. 15, 194'? lam mmw

INVENTOR RICHARD L. SINCLAIR ATTORNEYS wow July 8, 1952 R. SINCLAIR VEHICLE PARKING APPARATUS 5 Sheets-Sheet 5 Filed Jan. 13, 1947 INVENTOR RICHARD L. SINCLAIR MW" YM-v ATTORNEYS m h :5; u.

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mom Nm VQ Na 5 mo. 5 8 8 E R E z: fi 1: n n 15 m 1 M Hi 8 mg m mm 2 8 Patented July 8, 1952 UNITED STATES OFFICE toParkA-O -Mat, me, Log u i e e si 9' sesam I Ap' alication January 13, 1947;;seriamo. 731.794 .7 cla ms ere- 9 My present invention .relates .to the parking and. storingof automobiles, and more particu: larly to the automatic. parking. of automobiles; in selected stalls ina storage accommodation area. Various development have. been made in the past for themore or less automatic parking "of automobiles in storage areas, and included amon these prior developments is my copending applieation,:Serial No. 523,959, filed February 25, .944, and now Patent. No. 2,428,856, granted October 14,1947.

An object of-the present invention is to make an improved automobile parking. system.

Another object is to improve "the method for parking automobiles; in' predetermined parking stalls. 'Anotherobiect .is to .make'a .parkingdeVice whereinlan automobile :placed in an .initia1.park:-

ing area is seized by a positioning apparatus-and transported to a pre-selectedparking.stall, all of the procedures being performed substantially automatically,-

' Another object is to makeanimproved. auto-.- mobile' parking arrangement. including a transfer carr-iage having. automobile positioning .and transporting mechanism thereonivvith improved meansfor actuating and releasingthe automobile positioning mechanism at -predetermined. stages c t-parking and handling automobiles.

Another-object is .to make an improvedarrangement for handling automobile. positioning and-transporting means in. an automobile parking arrangement;

Another object is to make an improved auto: mobile positioner for incorporation in an automobile parking arrangement.

Another object is to make-an improved circuit arrangement for an automobile parking system whereby various sequences of parking operations may be performed from a master station. "Another object is to incorporate with animprdved arrangement for the parking of automo bikes, 2. simplified device for operating and releasing an automobile positioner operatively associated therewith. V

:In order to attain these and other objects and advantages of the invention, which will appear as'the-p'resent specification progresses, a parking area is provided with a plurality of stalls which may-be all on the same level, or may .beion succes'sive levels, one abovethe other. One or more of the stalls is selected as an entrance'stall, and a stall. which may be the same-as an entrance stall, or which may be any other suitable stall in the parking arrangement, is selected as an exit stall.

The parking stalls preferably are arranged in parallel oppositely disposed rows, the rows being separated: fro ea h ther by a space equal ape proximately iostlie-lenstli i. a stall): A transfer device is. iesi tangents iena tiwise b ween pm tassel- W .a urality, pi parki evels are m:

Qutiofen aaement with-the. bumpers of. an utomobil iz-sui able. mechanism on ;.the:ca1:rier.-

T es -andntheraieaturesnf the. inventignare t i eiul r brou ht a tin the following. .descripr tiqn' of an l ustrativ embcdiment of my; inventiqn anti-i t e. acqamnanyine drawings, oiwhich ilie eare veisbeets; In the raw ngs: 1 r

F g: is horiz ntal. sectional view .throueha multi-level parking structure, an intermediate ner iienfil er otbeinebrokenaway; I

' Pg. 2 is ;a sectional" viewwtakenas on F1 ;=ll;- a .3 s an enlar ed .riraginentary. 'planwiew transfer tahlcaillustratedin Figs. 1 and ;2 i .i is a fra mentary; end lelevationaltiew Qt bestmgtureQiEia'S; 1

E'ieis ase t onal taken of Fig. 3;

Fig. v6 is an enlarged fragmentary. side elevational new of a hydraulicyahze actuating mechanism asit would appear viewed from the .direc# tion of thearrowsifiefi-in' Eig;;.3f; F eis gsectiqna'l view taken on theline h l es on the .line A595 F;% 8 s a plan ties/311i the structure shown in Fig. 9 is a fragmentar sectional viewxtaken o the1ine;9.-.9 otEiaB;

"Fig. i0 is a Qiragmentary sectional. view taken oni ihfiiinqlfle lflofilig. 3;"

Fig. ill" is a fragmentarysectional view taken 0. 2 511116 H+I'I1QfLFigL -B; Fi .1; 121 ajseotionakview taken on-the line 1.2:!2 Qf' F;lg. .3, as thepart's would appear with an qperatin'g piston actuated to dravv a'pai'r of ea positioning-arms inwardly. into bumper eneaeinapositioni" F1g. 13 is an enlarged fragmentary sectional View taken on the 1mm 3-. or Fig. e"; and" T reigns-is a schematic circuit diawine bfacbn trative. The structure E8 need not be a building in the usual sense of the word, since any suitable supporting structure will serve the purpose provided it gives adequate support to the parking stalls. The widest degree of selection therefore is open to an architect or engineer in designing a structure for my present invention.

On each floor of the structure H) a plurality of parking stalls l3 are arranged in two parallel rows. Each of the parking stallsis provided with a pair of channeled runways I l and E5 to receive the wheels of an automobile, and to guide the wheels during movement of the automobile into and out of a stall. The parallel rows of stalls are separated by a runway H with rails l8 and 13 mounted on opposite sides thereof.

A transfer table 20 has flanged supporting wheels 2i, as illustrated in Figs. 1-5, to ride on the rails i3 and i9. In the arrangement illustrated in Fig. 1 an entrance stall 22 has an elevator 23 mounted therein. This elevator is provided with usual automatic elevator controls to permit moving it automatically to a selected level and to stop it at the selected level. The entrance stall elevator has channeled wheel guides 24 and '25 therein similar to those in the parking stalls, and these channels are mounted to align with similar channels 2! and 28 mounted on the transfer table.

An exit stall 29, as illustrated in Fig. l, is provided opposite to the entrance stall, but as previously mentioned may stall having an exit opening available therefrom may be selected as the exit stall. If desired, the entrance stall itself may be used as an exit stall, but in such case it would be necessary to drive a parked car being taken out of parking, clear of the entrance stall before the next car could be driven therein for parking.

The transfer table Zil is arranged to be moved along the tracks 18 and 19 by parallel drive cables 36 and 3| which are wound on winches 32 and 33 driven through a speed reducer 34 by a reversible motor 35. The cables pass around idler pulleys 31 and 3d at the opposite end of the runway ll from the driving motor, and each upper run of the drive cables is secured to the transfer table, as shown in Fig. 5.

A cam actuated switch 39 is mounted on the end of the transfer table, and a cam 4c is mounted to actuate the switch 39 when the transfer table is aligned with the entry stall. A cam 4| is mounted on the other end of the transfer table, and this cam is arranged to engage successively a plurality of cam actuated switches 42 during movement of the transfer table up and down the runway.

A pair of carriage supporting tracks 43 and 45 (see Figs. 3, 4 and 5) are mounted transversely of the transfer table. These tracks are supported on a box girder structure 45 whichalso forms a main transverse structural member of the transfertable. A carriage 41 comprises a pair of inwardly facing channel members 48 and 49 secured to each other by suitable bracing means. Ball bearing supported grooved rollers 5i and 52 are mounted on the sides of the carriage and ride on the tracks 13 and 44.

Each stall also is provided with a pair of carriage supporting tracks 53. and 54 extending 4 longitudinally thereof, which are positioned to align with the carriage support tracks 43 and 44 when the transfer table is stopped'in registry with a selected pair of stalls.

A cylinder 55 is mounted longitudinally of the carriage between the channel members 48 and.

59, and a pneumatically actuated piston 57 is mounted in the cylinder. A piston rod 58 extends through a gland packing 59 on an end of the cylinder, and has clevis connection with a sliding block 6E]. The block E30, as shown in Figs. 9 and 10, is mounted slidably between the inner edges of the upper flanges of the carriage side channels 38 and 49 and the inner edges of a pair of angle iron members El and 82 which are mounted within the channels 43 and 49. The sliding block so has a pair of chain gripping extensions 53 and G l extending outwardly therefrom near the upper end of each side thereof, and clamp members 65 are provided to secure motion transmitting chains 6'! and 68 to the block.

The chains ti and 68 are mounted to run over idler sprockets it and H pivoted on the inner walls of the channel members 48 and 49, respectively. The sliding block Bil has a second clevis connection to a rod portion 75 which is connected, through a swivelled connecting member 11, to a second rod portion E8. The second rod portion i8 is pivoted to rotate in an opening through a slide block 75. The slide block 19 is mounted slidably between the upper channel flanges and the angle members Gland 82 similarly to the block 60.

A vehicle positioning arm is secured to the outer end of the pivoted rod portion 18. This positioner has an upwardly extending bumper engaging portion'encased in a rubber sleeve 82, and is long enough to insure its engaging an automobile bumper at the maximum height at which such bumpers normally are mounted. An opposite or downwardly extending end of the positioning arm 88 extends downwardly a short distance below the rod portion 78, and has a ball bearing roller 33 pivoted on its lower end in position to ride in a cam track between the inner edges of plates 85 secured to the bottom flanges of the carriage side channels 48 and 49, see Fig. 13.

A curved cam path 8% is provided as an extension on each end of the cam track between the plates 56, so that when the positioning arms are moved outwardly to their fullest extent, the roller 83 will be carried around a quarter turn of a helical path. This swings thepositioner arm downwardly to a horizontal position, as illustrated in Fig. 13, to permit inserting or Withdrawing the carriage from beneath an automobile. The ends of the channel member 48 are cut away, as at 35 (see Fig. 13), to permit this downward swinging movement of the positioner arm.

The cam track between the plates 86 at the other end of the carriage also is provided with a similar helical path and cut away portion so that a second similar positioner arm 81 will operate in the same manner described for the first positioner arm 85 The second positioner arm 81 also is connected pivotally to a rod portion 88 which is mounted pivotally in an opening in a slide block 89. The rod portion 88 has swivel connection with a rod portion 98 which is connected, by a clevis connection, to a slide block 92. The slide block 92 is substantially the same as the first'clevis slide block 68, with the exceptions that its chain gripping extensions 63', 64' are attests positioned to grip the-upper runs of thechainsf G'Iand 68, asshc'wn in Fig.9; and that it ha's no connection with a piston rod. In this manner movement of the firstslide block- 66; by the piston 51,-;is transmitted directly to the positioner '80; and in a reversedirection through the chains :67 and; 68 and their associated parts, to the ether positioner 8'1.

Drive means *ior'moving the carriage endwise on the transfer table comprises-a cable drive mechanism 93 illustrated in Figs-4. "Since this carriage drive mechanism is'generally'similar to thatillustrated and described in my copending application above referred to, it will be unnecessary to describe this feature in detail. "Briefly, however, it comprises a reversible -motor'94 ar ranged to drive a winch 95 through suitable reduction gearing. A cable Sills connected from the winchpv'er idlerpulleys 99-011 opposite ends of the carriage. By "operating the motor in aselecte'd direction the carriage ll can be moved endwise into a stall on either side of the transfer table and then with-drawn therefrom back into its position centrally of the-transfer table;

Operation "of" the positioners 8t and 8? is accomplished by admitting pressurized fluid, such as'com'pressed air, to a selectedend of the cylinder'tt. 'Apair of tubes IIlI and IE2 are connectedto openinto opposite ends of the cylinder 55. The other ends of these tubes are connected tdatwo-way pneumatic valve I63. "This valve isofthe pneumatic impulseoperatedtype so that when air is released from one end of the'valve I03'the valve will be moved thereby to one operative position, and when air is released from the other end thereof the valve will be moved to'its other: operative position.

The valve'is'connectd by means'of a pipe I04 I through a usual type of airv cleaner I05, and thence is connected to a flexible air hose I08. Thishose 1884s carried on a springloaded'reel mounted ma casing Hi9 so asto-takeup slack in the hose during movement of 'thecarriage on the transfer table. The-other end of theihose on the reel is connect'ed to a suitable supplyof fcom pressed a'ir.

Ismail tubes iI "land I I I are connected one'to each side of 'th'e housing oithe valve Ill3,"the

otherends of these tubes being connected oneto' each of two cam :a'ctu'ated relief valves'II'2 and II3 (see Figs-.6 and8). each provided with'ispring loadedope'rating buttons H5 and H3 which 'are'positi'onedinaxial;

The cam I ilisprovided with a central annular hubportionHI, theend faces I22 and I23 of which are each formed with circular ratchets. Each. tooth. or the ratchets, as. illustrated, extend through a circular' distance of'30' of each end face .of the hub. The ratchet teethlon opposite. ends Of the viialr rhi lb Slope oppositely to each, other, as best shown iri Fig. 8; V

A cam; supporting member" I 24 i secured to a 'supportin'g bracket "I 2 5 f in; turn his mounted on a side of the carriage. The outer end These relief valves are 6 or the support 'Ii24 isvprovide'cl with aeirculan ratchet adapted :to have-ratchet: engagement with the ratchet on theinner end ofizthegcami hub. The support I24 has a :pivot: studifl'l threadedly secured therein, as shown-*iniiFiafl,

the pivot stud'being adapted pivotally to support the three lobed cam I'I 'I t'hereon. A cam -actuat ing star wheel I28 also is pivoted on the stud rIi-"I.

The star wheel I28 preferably is shaped like' a six-pointed star, with the exception that onepoint of" the star may "be omitted, as shown in' Fig. 6.- This cam actuating star'wheel -haswan annular hub portion I29, theinner face-of which is provided with ratchet teeth adapted '-.to have ratchet engagement-with the ratchet teeth on the-outer face of "the "cam hub"I2-I.' The star wheel I 28 "and the cam" hub I2 I both are urged inwardlytoward the base 'I'24bya coil compression'spring I30, which is held in compression be tween'the outer faceof the cam' -hub" I2I -a awasher I3 I' which is retained by a cotter ke I inserted 'in a'hole through the-pivotstud I 2T.

Arod I33 having --a clevis end portion 134 is connectedby a pivotpin I35 to a pointI 31 61 thestarwhe'el. The rod I33 is mounted for wob' ble motion in an" opening I38. inan angle bracket- I'39' which is secured to the supportingbraclet" I25,"asby"b'olts I40. V 1

V A second coil compression spring-1'4 I is held incompression between the clevis end-portion of the rod I33 andianadjusting nut" 'IJLthread e'd onto the rod I '33 andsecured-in position-there on bya'lock'nut' I43. A similar'pair' of nuts 1 F44 and IE5 are threaded-ontothe outer end of' thje' 1:02. I 33 to retain it in positionih-th- ;-osenmg- A pin I41, for operating the cam-actuatingstar wheel (see Figs. land 14); isprovidew-in; each parking stall to enga'ge a proj ecting'poi'nt offthe star wheel "as the carriage approaches its -lim'it of movement into astall. "In eachstalk-on the right hand-side ofthe centralTunway, the pins I 41 are" positioned to be "struck by an" upwardly projecting" point "of "the star wheel I2 8 to "rotate the star wheel initially ina "counterclockwise direction' as the "carriageenters thestall; Thesesame pins also" will strike the upwardly 'project-' ing point of'thestar'wheelfrom the'opposite di-: rection to 'rotate it reversely through thesame angle as" the carriage" is withdrawn-from"the stall. In the stalls on the .u left hand side Of'fth runway; the pins I 41 are "arranged to" strike {the lower projecting pointsof the star wheel asrthe carriage 'enters and leaves'a stallsoasto rotate the star wheel first in a counterclockwise direc tion, then'in'a clockwise direction, the same-asfin the stalls on the right 'hand' side orthe runway.

On each operation oi the star wheel-,"in .a counterclockwise direction, it 'rotates the cam "II"! with it carrying the springpresscd' clevis rod I33 past dead. center. The coil compression spring I4I then'snaps the star wheel over and moves, the clevis'rod to the dotted lineposition'ofl lig. 6. The'outer'nuts' I44 and I45'1imit thethrow of'the star wheel to 'justoverto" .s'o*'asto"insure a two tooth ratchet movement offthe'camgon each complete cycle of operation of the star-wheel."

Referring now to'Fig'. 8 in conjunction with Fig. 6, it will be noted that as thestarwheeljis swung in a counterclockwise direction'through an angle of60 by the action or the pinTllT. as the carriage enters a stalLthe ratchet-teeth on theh'ub o'f ithel starowhe'e'l will carrythe ca'mglill withlitthrough the" angleofBOf. Diiring 'thisrotative movement theretenet teeth'on the'inner hdbfth cam hub I2I will cam over two 30 ratchet teeth on the base I24, by compressing the spring I30 on the pivot post.

the starwheel back to its starting position, the cam II! will be held against reverse rotation by engagement of the ratchet teeth on the inner end of the cam hub with those on the base, while the ratchet teeth on the outer end of the cam hub will cam over two teeth on the inner end of the star wheel, hub I29, compressing the spring I30 as required.

As stated previously, the cam initially is set with one lobe, for example the lobe I I8, positioned 30 behind the next valve button H4 to be operated (see Fig. 6). This positions the second cam lobe I 49 90 behind the opposite valve button I I5,

while the third cam lobe I20 will be positioned 150 behind the first valve button H5. The cam buttons thus will be operated alternately in sequence on each 60 advance of the cam.

Each of the buttons H4 and H on actuation by a cam lobe is arranged to open its associated relief valveI 1'2 and I13 respectively, to permit a jet of air to escape through the valve thus operated. This produces alternate operation of the impulse actuated two way main valve I03 which thereby alternately introduces compressed air to opposite ends of the cylinder 55.

The circuit shown in Fig. 14 illustrates the principal operative control features for operating a parking system embodying my present invention. The illustrative circuit is shown as controlling the operation of a unit of six parking stalls arranged three on each side of the central runway I1 in which a transfer table 29 is mounted to ride ,on the rails I3 and I9, as previously described. The circuit may be extended as required to accommodate any desired number of stalls, and-may be substantially duplicated for the number of floors required.

In Fig. 14 the cam operated switch 39 on the right hand end of the transfer table is mounted so as to be closed only when in contact with a stall alignment cam such as the cam 4i? and other similar cams 231 and 23%, mounted on stalls 4 and 6 respectively. The stalls in the right. hand row are numbered 2, i and 6, while those inthe left hand row are numbered 1, 3 and 5.

The cam 41 previously. referredto is shown as mounted on the left hand end of the transfer table in Fig. 14 and is arranged to operate. the switch 42 and similar switches Hit, I49 and {58,- during the travel of the transfer table along the rails. Theend switches .2 and 159 are of the spring closing type so that when not in contact with the cam 4i theywill be closed. The two central switches Hi3 and Its, howeven are constructed so that the last one passed over by the cam remains open, while the otheris closed.

As seen in Fig. 14, the transfer table having passed upwardly into alignment with stalls 1 and 2, the switch I48 remains open and the switch I49 is closed. When the transfer table moves toward stalls 5 t, passing over the switches I48 .and I49, the switch I48 will be, closed, and the switch. I49 will be opened, and will remain in this open position until the transfer table again passes these switches in its returntoward stalls 1 and 2.

A similarly linked pair of double acting switches NH and I52 are located on the transfer table to be actuated by a cam I53 mounted on the carriage 41 when the carriage is in centralized position. When the carriage passes to the right,

the right hand switch I52 will be opened, and will remain open and left hand switch I5! will be closed. When the carriage passes to the left from a central position, the positions of these switches will be reversed. The mechanism for such a switch is well known to those familiar with the art, and it is believed unnecessary therefore to set forth the details of their structure.

A self-opening cam closing switch I54 is mounted on the transfer table and is positioned to be actuated by a cam I55 mounted on the carriage when the carriage is centralized on the transfer table.

Two other cam actuated switches I51 and IE3 are mounted on the transfer table and are positioned to be actuated by cams 159 and IE0, mounted on the carriage. The switch I51 is positioned to be engaged by the cam I86 and the switch I58 by the cam I59 as the carriage reaches its outer iimits of movement into a left or right hand stall, respectively, from the position illustrated in Fig. 14.

A safety switch I61 is mounted on each of the positioner arms 8t and 81, but is here illustrated as mounted only on the right hand positioner arm. This safety switch I61 is connected into the operating circuit in series with the cam actuated switch I58 and is normally closed. Should the actuating element of the switch IBI, exposed on the outer face of the positioner arm, encounter a bumper of an automobile in a stall in which the carriage is endeavoring to park an automobile, this safety switch would be opened by contact with the bumper of the already parked automobile. This would open the main operative circuit of the device, and would arrest further movement of the carriage into the already filled stall. This switch is an emergency device and is not part of the normal operating circuit.

Six operating buttons I62 are illustrated, numbered 1 to 6 to correspond with the similarly numbered parking stalls. These buttons preferably are mounted on a suitable panel which may be located near the entrance stall. An emergency stop button IE3 is provided to open the main operating circuit in case of an emergency. The reversible motor 94 for operating the carriage 41 is mounted on the transfer table 20, and the reversible traversing motor 35 for the transfer table is mounted adjacent one end of the runway I1. Solenoid operated reversing switches I54 and I55 are provided for the transfer table motor 35, and similar switches I61 and IE8 are provided for the carriage motor.

Manually operated line switches I69 and I19 are provided for connecting the circuit to three line conductors I1I, I12 and I13 which are connected to a suitable source of electricity.

A time delay solenoid switch I14 is provided in the circuit. This switch is normally closed, and is of a type which opens instantly on being energized, but which has a dash pot or other suitable impeding device I15 which delays re-closing of the switch contacts for a predetermined time interval after the relay has been energized.

Two interlocking double upper and single lower contact relays I11 and I18 are providedfor the carriage motor control phase of the circuit. Two double upper contact relays I19 and I are arranged to operate in conjunction with the carriage motor and time, delay switches. Three single contact relays I8I, I82, I83 are provided as stall selectors, and two single upper, double lower contact relays I84 and I85 are provided Y conductor for the transfer table motor control phase of the circuit.

For purposes of simplification the conductors employed will be assigned reference numbers as they are referred to in conjunction with a description of their various functions in the circuits in which they are employed.

To illustratethe operation of the circuits illustrated, we may assume that an automobile located in No. 1 entry stall 22, is .to be parked .in stallNo. 4. The operator first will press operating button I62, No. 1, which will bring the transfer table 29 to a position between stalls Nos. 1 and .2, and will projectthe carriage I'I into stall No. 1. The positioner arms 80 and it? then will be raised to a vertical position and .movied into engagement with the bumpers of the automobile in stall No. 1.

As the positioner arms .8!) and 81 move inwardly toward each other they will center the automobile relatively to the carriage 41. The carriage then will. be returned to its-position on thetransfer table, moving the caralong with it, the wheels of the car rolling first in the channels .in the stall and later in the soc-extensive. channels on the transfer. tables.

Thereafter, the operator will press push button No. 4 which will causethe transfer table to move into alignment with stall. No. 4, after which the carriage. will move .endwise into stall No. 44, carrying the automobile with it. The

positioner arms then .will be retracted, andthe carriage will be withdrawn onto. the. transfer table, leaving the car parked in the stall.

The movement of the car. from entry stall .No.

button switches which control parking in. the

odd numbered stalls. From conductor. I92 the circuit continues through a conductor I9 5, through the .normallyclosed contacts of the cam controlled switch I51 on the carriag then through a conductor I35, through the coil .of relay I'II, thence through the lower normally closed contacts of relay I78, through conductors I98 and I96, through the. line switch. I69 to the line conductor I,'I'2.

Relay II'I then becomes selfholding from the conductor I73 through the stop switch IE3, the I99, the upper left hand contacts of thence through a conductor I97, the conductor I94, cam actuated switch I51, the conductor I35, the coil of relay Ill and thence through the lower contacts of relay I18 to line I12. Closing of the right hand upper pair of contacts of relay ITI, connected the-coil of the solenoid actuated carriage motor control switch I61 from line I12 through the conductor I96, through the conductors I98 and conductors I99 and 200 and the close upper right hand contactsof relay I'II. Thence the circuit continues through a conductorZDI, the coil of the solenoid actuated carriage motorcontr-ol switch I61, conductors 232- and .263, and through the normally relay I",

.closed lower. left. handcontacts of the relay I84.

From here the circuit continues through a con- .ductor 204 through. the normallyv closed right hand lower :contactssofrelay 1I8 and a .con-

carriage motor 9G.

10 ductor 205 to the cam actuated switch 39. This switch will be closed by the cam 40 since the transfer table is in alignment with the first pair of stalls. Hence the circuit continues through a conductor 206 to the line conductor II3.

The actuation of the switch I61 by the completion ofv this. circuit closes a circuit through the carriage actuating motor 94. from the line' con.- ductors III, ITIZ, I13, and also through a magnetically released spring actuated brake 215 which exerts a braking action on the winch 95 at all times when the motor 94 is not energized. This stops the carriage promptly when themotor is de-energized and prevents over-run. A' similar magnetically released brake 2I6 is provided for the transfer table winches 32 and 33.

.Since the switches It? and I68 are normal type motor reversing switches, it is believed unnecessary to trace in detail the circuits through the However, when the. switch I61 closes, the brake 2 I5 will be released, and the motor. 94 will be actuated to operate the carriage winch .95 in a direction to move the carriage to the left from the position illustrated in Fig. 1.4 into stall .No. 1, the positioner arms and 8] being in horizontal retracted position during this movement of the carriage.

Closing of the motor switch I61 also energizes the coil of the time delay switch I14, through conductors 208 and 209, thus opening the lower normally closed contacts of time delay switch I14 and initiating the time delay cycle which must elapsebefore the contacts of thisswitch again will close.

The period of delay istimed so as to permitthe carriageto enter the stall to which it is directed and for. the positioner. arms to be actuated fully before the switch again closes. This normally will be about five seconds.

When the carriage reaches its limit of movement intoentry stall No. 1 beneath the automobile therein, the cam I60 will engage the ,cam actuated switch I51 and open it. Since this switch is in..the holding circuit for relay I", the opening of switch I51 will de-energize said relay, which will return to its normal upper open, lower closed condition. This opening of the re- ,lay I'I'I opens the circuit to-the coil of the .ac-

angle and causing .an impulse to be deliveredto thevalve IE3 which introduces compressed air intothe cylinder55 and .actuates the piston 51,

moving it .inwardly away. from the gland end of the cylinder and drawing the positionerstil and B1 inwardly toward each other.

As the positioners are moved inwardly they also will be swung to an upright position through the cam and roller action previously described. This causes the positioner arms to engage. the

bumpers of the automobilebetweenthem, andto center theautomobile relatively to the carriage.

After the predetermined period for which the tim delayswitch I14 is adjusted, thecontacts of this switch will return to their normal-closed condition. This completes a circuit-from: line I13 through the conductors IB'i-and -.I88 -'stop switch I93, theconductor I89 and a conductor 2I0, through the lower contacts of the time delay switch I14, and a conductor 2II to the cam actuated switch I52.

As previously described, the cam actuated switches I5I and I52 are connected together by linkage so that when the cam I53 moves to the left switch I52 will be left closed and I5I opened, while on a reverse movement of the cam as the carriage is moved into aright hand stall, the positions of these switches will be reversed.

Since the carriage at the moment of the closing of the contacts of the time delay switch I14 is at its left hand limit of movement into stall No. 1, the switch I52 will be closed. Therefore, the circuit will continue through the closed contacts of switch I52, a conductor 2I2, the coil of relay I80 and thence through the conductor I96 to the line conductor I12. On the closing of the relay I80 a holding circuit for this relay is completed from the line conductor I13 through the stop switch I63 to the conductor I90, thence through the conductor 2I0, a conductor 2I3, the upper right hand closed contact of relay I80, thence through a conductor 2I4 around the contacts of time delay switch I14 and through the previously described closing circuit for relay I80 including conductors 2II, 2I2, the coil of relay I80, and conductor I95, to line conductor I12.

When the relay I80 is energized, a reversing circuit is completed through theactuating coil of the carriage motor switch I98. This circuit includes the line conductor I13 and the conductor 206 to one side of the cam control switch 39, thence through the conductor 205, the closed lower contacts of the relay I85, the conductor 204, the closed lower contacts of the relay I94, the conductor 203, the coil of the solenoid of switch I68, and thence through a conductor 2I4, a conductor 2 I5, the closed left hand upper contact relay I80, and thence through the conductors I99 and I98 and the conductor I96 to the line conductor I12.

The closing of the carriage motor reversing switch I68 returns the carriage with the automobile secured between its positioning arms 80 and 81 onto the transfer table. The carriage is stopped in centralized position on the transfer table by the opening of switch I52 by the cam I53, which opens the holding circuit to relay I90, thus restoring all parts of the circuit to their normal condition.

After the carriage with the automobile gripped between the positioners 80 and 81 comes to rest in the central position on the transfer table, the operator presses button No. 4 to move the car into stall No. 4. On pressing the No. 4 button two circuits are completed; one to move the transfer table in front of the No. 4 stall, and the other, which is not completed until the transfer table arrives in properly registering position with the stall No. 4, to move the carriage with the car into stall No. 4. g

The circuit for moving the transfer table when No. 4 button is pressed is as follows: From line conductor I13 through the closed contacts of stop switch I63 through the conductors I89, I90

and a conductor 220, to the central contact of switch No. 4, thence through aconductor 22I,

the coil of the relay I82, a conductor 222 and through the closed contacts of switch I49.

It will be recalled that switches I49 and I43 are linked together so that when the transfer table is toward the No. 1 stall from these switches, switch I 48 will be open and switch I49 closed,

12 while, when the transfer table moves into registry with stalls Nos. 3 and 4, the switch I49 will be opened. When the transfer table moves beyond stall No. 3, switch I49 will remain open and I48 closed.

From the switch I49 the circuit continues through a conductor 223, the coil of relay I85, a conductor 224, the normally closed lower right hand contacts of the relay I84, and thence through conductors 225 and 221 to the line conductor I12. When the relay I82 is energized, it closes a locking circuit around No. 4 switch button, whereby the conductor I99 and the closed top contacts of relay I82 replace the original actuating circuit for this relay, which was tthrough conductor 22! and the contacts of switch The energizing of relay I85"completes a circuit from line I12 through the conductor 221 through a conductor 229 through the closed upper contacts of relay I85, thence through a conductor 230 through the actuating coil of the transfer table motor control switch I54, thence through a conductor 23I, a conductor 232, the closed contacts of switch I54 and thence through the conductor I81 to line conductor I13.

This closes switch I84 which operates the transfer table motor 35 and simultaneously releases the magnetically releasing brake 2 I 5. The motor 35, by means of the winches 32 and 33 and associated cables, moves the transfer table toward stall No. 4. The transfer table is stopped directly in registry with stall No. 4 by the opening of the switch I49 by the cam M on the transfer table. Since the switch I49 is, as previously described, in the holding circuit for the relay I85, it is apparent that this opens the transfer table motor control circuit.

After the transfer table comes into registry with the stalls Nos. 3 and 4, the other, or carriage motor circuit previously mentioned, is completed as will be explained. This carriage operating circuit is from the line conductor I13 through the stop button I93 through the conductors I89, I and 220, to the central contact of switch button No. 4, thence through a conductor 233, a conductor I93, a conductor 234, the closed contacts of switch I 58 and the emergency stop switch IIiI, thence through a conductor 235, the coil of relay I18, a conductor 231, the lower normally closed contacts of relay I11 and conductors I98 and I98 to the line conductor I12.

When the relay I18 is energized it closes a holding circuit around No. 4 button through its upper right contacts through the stop switch I63 and conductor I90, and thence, as previously described for the closing circuit of this relay. Thus it will be noted that on release of button No. 4 both of the presently described circuits are held until the completion of the operations for which they are set.

After I13 is closed, deenergization of I85 completes another circuit from line I12 through the conductors I96 through the conductor I98, the conductor I99, the conductor 200, the closed upper left handcontact of relay I18, through the conductor 2I4, the actuating coil of switch I88, the conductor 203, the closed lower left hand contacts of relay I84, the conductor 204, the closed lower right hand contacts of relay I85, the conductor 205, the cam control switch 39 on the transfer table, and thence through con- -.:motor actuating circuitsothatthis .carriagemo- :tor controlcircuit is prevented from closing :as long asrelay I85 remains energized. The cam actuated switch 39 also, of course, will be open during the time, of. travel .of .the transfer table from. thecam Mlto the-next similar cam 2.31 .on

n1o tor; 9ll is energized through the switch I58.

and, the magnetically released brakeZI 5 is energized to freethe winch 95 for-rotation, thercar- :riage, with the automobile gripped by the posi- .tioners, is movedinto stallNo. .4 until thecircuit through relay llflis openedby the opening of the cam control switch I58 lay-the cam I59 on the carriage.

As the carriage reaches its full limit of travel into-the-stall, the star wheel 12.8 will -..be en aged by the operatingpin I41 in stall No. 4, which will rotate the cam I I1 through an angleof-GO", causing the next successivecam lobe to reverse the last previous movement .of .the'piston. In this caseit will cause. th positioner arms to separate, releasing the bumpers of the automobile, and will. move the positioners to theirpfull outer retracted position.

At the'time the carriage motor control switch [58 is closed, the timedelay switch I14 also will betenergized as previously mentioned- After the elapse of the previously mentioned predetermined time interval, which allows for .the travel of the carriageinto the stall, and for the positioner .arms tocomplete their predeterminedhalf cycle ofoperation, the time delay switch againreturns to its normal closed position. On .closing'of the lower contacts of the time delayswitch, a circuit ciscompletedfrom line i 13 through {the stop'but-c ton let, {the conductors I90 and 2.10, the lower closed contacts of switch I 114, thence through the conductors 2 I I, the closed contacts of switch 1.51, aconductor239, the coil of relay I19 and thence {through the conductor I95 to the lineconductor I12.

Energizing of relay H9 completes :a holding circuit from the line conductor J13 through the stop button. IE3, through the conductors I99, 2 Ii! and 2I3, thence through the closed upper left hand contacts of relay I19, the conductors 2 M, ZII, the closed contacts of switch -I5I-, thence through a conductor 238 and coil .of relay I19 to the line conductor I12; This holding: circuit is necessary since the time delay-switch 11A willbe energizing of the rela I18, as above describ-ed,

is from the line conductor I12 through the conductors H35, I98 and I99, the right hand upper contacts of relay I19, a conductor 2 50, the conductor 21H, the coil of the carriage motor operating switch I61, thence through the conductors 202, 283, the lower left hand contacts of relay I84, theconductorill, the lower right hand contacts of relay I85, thence through the conductor 205, the cam actuated switch 39 on the transfer table, and thence through the conductor 205 to the line conductor I13. The closing of; the carriage control switch !51 moves'the carriage back onto the transfer table, and since the positioner arms are retracted during this movement the automobile is left parked in the stall.

114 When the carriage returns to its central position onthetransfer table the switchI 5 I is opened .by'the .cam I53, thereby opening the carriage control circuit anclrestoring all parts to .normal. .The description of this much of the operation hi the system is believed .suiiicient .to enable one familiar with the .art to understand clearly how the .cars can-Joe parked and withdrawn. from any hf the stalls at the selection of the operator. Since the carriageisneversent into a stall :except either to deposit or withdraw.antautomobile, and sinceitrequires two half cycles for either operation, the alternate operation of the, positloner .arms is desirable and makes this feature anpperati'on entirely automatic.

The arrangement is simple, trouble free,;:and is protected by adequate safeguardssoithat there will be no danger 'ofdischarging anxautomobile from the transfer table, except when the transfer table is aligned with a stall. Furthermore, :there is-no danger in attempting to parkan automobile in a stall which is. already occupiedsinceinsuch case the emergency switchv IBI on the positioner arm would engage the bumper of the. already parked automobile and open thexcarriageimotor control circuit.

The device is equally adapted foit useornone parking level, as in a parking lot, OI'DOIlil'l-IIIIIGI'OIIS floors or levels of any suitable structure.

While-I have illustrated and described a preferred embodiment of my invention, it-willbe understood by those familiar with the art that theinvention is capable of numerous-modifications without departing from the spirit lofthe invention. yIt is desired, therefore, 'not' tollimit the invention except as defined in'thefollowing claims.

I claim:

1. In a vehicle parking system having apair of' longitudinally separated ali'g ned compartments, a vehicle carrying platform movableinto position between said compartments, actuating means op-eratively controlling movement of" said platform, a carrier mounted on the platform for movement "selectively into and out of either compartment, a pair of endwise movable vehicle engaging members mountedon said carrier; intercontrolled actuating means mounted alternately to move'said vehicle engaging: members toward and away from vehicle engaging positiong'cam means mounted to move said vehicle engaging members to vehicle clearing position at'an outer portion of movement away from vehicle engaging position, striker actuated control means mounted to actuate said vehicle engaging members alternately through half cycles of operation toward and away from vehicleengaging position on'ea'ch actuation of said striker actuated control means, and a striker in each of said compartments, the strikers in said compartments being ofis'et from each other relativelyto the path of movement of said carrier into and out of said compartments; operatively' to engage said striker actuatedcontrol means at a' predetermined po'lntin the travel of said carriage.

2. In a vehicle: parking system having ajpair of longitudinally separated aligned compartments, a vehicle carrying platform movablepinto position between .said compartments actuating means .operatively controlling movement, .of .said platform, a carrier mounted on theplatformpfor movement selectively into andout of'eithercompartment, a pair of endwise movable vehicle engaging members mounted on said carrier, intercontrolled actuating means mounted alternately to move said vehicle engaging members toward and away from vehicle engaging position, cam means mounted to guide said vehicle engaging members to vehicle clearing position at an outer portion of movement away from vehicle engaging position, and control means mounted to actuate said vehicle engaging members alternately through half cycles of operation toward and away from vehicle engaging position on each actuation of said control means.

3. In a parking system wherein there is a fixed storage compartment and a movable platform from one to the other of which a vehicle is trans- -ferable, a vehicle transferringdevice comprising a carrier mounted on the platform for movement into and out of the compartment, a pair of vehicle engaging members mounted on the carrier for combined pivotal and axial movement in directions lon itudinally of the carrier alternately to engage and release a vehicle positioned therebetween, striker controlled actuator means carried by said carrier to operate said vehicle engaging member through alternate halves of a complete cycle on an operation of said striker controlled actuator means, and a striker in said compartment positioned operatively to engage said striker controlled actuator means on each movement of said carrier into and out of said compartment.

4. In a parking system wherein there is a fixed storage compartment and a movable platform from one to the other of which a vehicle is transferable, a vehicle transferring device comprising a carrier mounted on the platform for movement into and out of the compartment, a pair of vehicle engaging members mounted on the carrier for combined pivotal and axial movement in directions longitudinally of the carrier alternately to engage and release a vehicle'positioned therebietween, striker controlled actuator means carried by said carrier to operate said vehicle engaging members through alternate halves of a complete cycle on each complete cycle of said striker controlled actuator means, said striker controlled means comprising a base, a

.tively to engage said striker controlled actuator means on each movement of said carrier into and out of said compartment.

5. In a parking system wherein there is a pair of longitudinally separated fixed storage compartments and a movable platform from which a vehicle is transferable into and out of a selected storage compartment, a vehicle transferring device comprising a carrier mounted on the platform for movement into and out of a selected compartment, a pair of vehicle engaging members mounted on the carrier for combined pivotal and axial movement in directions longitudinally of the carrier alternately to engage and release a vehicle positioned therebetween, striker controlled actuator means carried by said carrier to operate said vehicle engaging members through alternate halves of a complete cycle on each complete cycle of said striker controlled actuator means, said striker controlled actuator means comprislnga base, a cam having non-reversible ratchet connection with said base, a striker actuated control member having non-reversible ratchet connection with said cam, said striker actuated control member having striker actuated elements extending in opposite directions from said cam, vehicle engaging member control means operatively associated with said cam, spring means mounted to urge said striker controlled members toward an operative position relatively to each other, and striker means in each of said compartments positioned operatively to engage said striker controlled actuator means on each movement of said carriage into and out of said compartment, the striker means in one compartment being ofiset from that in the compartment opposite thereto to engage oppositely extending elements of said striker actuated control member.

6. In a vehicle transfer carriage for use as described, carriage frame, a closed cylinder mounted longitudinally of the carriage frame, a piston in said cylinder, a piston rod on the piston, fluid power means for operating said piston, a block slidably mounted in said frame beyond one end of the cylinder and connected to said rod, a second block slidably mounted in the frame beyond the other end of said cylinder, a vehicle engaging member operatively associated with each block, interengaging means on said vehicle engaging members and said frame to cause said members to assume a vehicle engaging position when moved inwardly toward each other, and chain drive means connecting said blocks for moving said second block oppositely to said firstmentioned block upon movement of said firstmentioned block.

7. In a vehicle transfer carriage for use as described, a carriage frame, a closed cylinder mounted longitudinally of the carriage frame, a piston in said cylinder, 9,. piston rodon the piston, fluid power means for operating said piston, a block slidably mounted in said frame beyond one end of the cylinder and connected to said rod, a second block slidably mounted in the frame beyond the other end of said cylinder, a vehicle engaging member operatively associated with each block, interengaging means on said vehicle engaging members and said frame to cause said members to assume a vehicle engaging position when moved inwardly toward each other, chain drive means connecting said blocks for moving said second block oppositely to said first-mentioned block upon movement of said first-mentioned block, valve means controlling said fluid power means, and valve actuating means including a movable member on said carriage adapted to be operated by an abutment located in the path of the carriage upon movementof the carriage therepast.

RICHARD L. SINCLAIR.

REFERENCES CITED The following references are of record in the file of this patent:

UNITED sTA'rEs PATENTS Sinclair Oct. 14., 194:7 

